Great Lakes 2T-1A-Z accident near Davis, California, July 30, 1983
On July 30, 1983 at about 9:00 pm local time, a Great Lakes 2T-1A-Z, registered N5761N, was destroyed in an accident near Davis, California. It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 30, 1983 · about 9:00 pm local time
- Place
- Davis, California · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Great Lakes 2T-1A-Z · all 2T-1A-Zs on the register
- Registration
- N5761N · no longer on the register · serial 0832
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE ACFT COLLIDED WITH THE GROUND WHILE PERFORMING AEROBATIC MANEUVERS. THE PLT HAD SCHEDULED A NUMBER OF AEROBATIC FLTSFOR VARIOUS PEOPLE. DURING THE LAST FLT OF THE DAY THE AIRCRAFT CRASHED IN A ALT OPEN, PLOWED FIELD. WEATHER WAS NOT A FACTOR. THE AIRCRAFT IMPACTED THE GROUND IN A 30 DEGREE NOSE DOWN ATTITUDE AND TRAVELED FORWARD 35 FT AFTER IMPACT. THE EMPENNAGE WAS NOT DAMAGED. THE WINGS WERE DESTROYED BUT REMAINED ATTACHED TO THE FUSELAGE. THE ACFT REMAINED UPRIGHTTHE ENGINE REMAINED ATTACHED BUT THE ENGINE MOUNT WAS COLLAPSED. THE FLOOR AND THE LANDING GEAR WERE COLLAPSED. THE INTEGRITY OF THE FLT CONTROL SYSTEM WAS ESTABLISHED. THERE WAS NO EVIDENCE OF AN IN-FLT FAILURE OF THE STRUCTURE OR POWERPLANT. THE OCCUPANTS HAD WORN THEIR SEAT BELTS AND SHOULDER HARNESS WHICH WERE INTACT. BOTH OCCUPANTS RECEIVED FATAL TRAUMATIC INJURIES. THERE WAS NO EVIDENCE OF PRE-IMPACT FACTORS WHICH MIGHT HAVE DETRACTED FROM THE PLTS ABILITY TO OPERATE THE ACFT. THE TOXICOLOGICAL REPORTS FOR BOTH OCCUPANTS WERE NEGATIVE FOR DRUGS AND ALCOHOL.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 3,506 hours in all; 28 in this make and model; 192 in the last 90 days; 54 in the last 30 days; 3,340 as pilot in command; 1,690 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rear
The aircraft
- Airframe total time: 280 hours
- Last inspection: annual inspection, September 20, 1982; 55 hours since
- Maximum gross weight: 1,800 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming AEIO-360-B1G6 (piston); 0 hours total
The flight
- Departed from: 005 Davis CA
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 70 statute miles
- Sky: clear
- Temperature: 90°F (32°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.